Train control



Ma 1927. i 1 628,452 y c. s. BUSHNELL TRAIN CONTROL .Fi1e d Aug. 12, 1922 "2 Sheets-Sheet 1 Fl 6. l. v 74 fig, AT ToRNEY '2 Sheets-Sheet 2 c. s. BUSHNELL TRAIN CONTROL Filed Aug. 12, 1922 Brake pipe May 10, 1927.

FIGS.

CII

Patented May 10, 19 27.

ours stare-s CHARLES S. BUSHNELL, OF ROCHESTER, NEW YC-BK, ASSIGI -IOR T0 GENERAL RAZLXVAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORPORAIION OF NEW YORK.

TRAIN centurion;

Application filed August 12, 1922. Serial No. 581,407.

This invention relates to automatic train control systems, and more particularly to iq paratus used in connection with the usual air brake equipment for applying the brakes automatically.

inapplying automatic devices for controlling the moven'ient' of trains in accordance with tratlicandtrackway conditions in advance, it is desirable, for well-known reasons, to use the regular air-brake system already on the train; but difiiculties are encountered in enforcing an automatic brake application witlrsafety and in manner so that it can not be forestalled by the engineer.

In order to make a brake application by suitable automatic apparatus acting on the usual airbrake equipment, it is necessary to vent air. from the brake pipe. Since, however, the engineers brake valve when in its usual running position continually feeds air into the brake pipe through the feed valve, it'is advisable to do more than merely open the brake pipe to atmosphere to cause a proper brake application, that is, a brake application which will not enable the triple valves located on the cars of the following train to move into emergency and apply the brakes so severel as to endan er the rail-.

way equipment. The engineer may also partially or wholly prevent an automatic brake application if accomplished by merely venting the brake pipe, by throwing his brake valve to the release position, thereby connecting main reservoir pressuredirectly to the brake pipe.

When a brake applicationis made by venting the brake pipe of the usual air brake system, regardless of how this venting is accomplished, the brakes are fully applied further vent ng does nothing toward giving a stronger brake application, is an undesirable waste of air.

In the engine and tender air brake equipment, commonly known as the lvestinghouse E. T. air brake equipment, in connection with which the present invention has been illustrated, are provided two brake valves;

valve with the rest of the train brakes, by

the operation of the independent valve; and further by allowing the engine and tender irakes to be again applied after having been released in this manner.

The principal objects and purposes of the present invention, with reference to the peculiarities of the automatic air brake and EFT. equipment which have been considered above, consist in the provision of'an en gineerls brake valve operator which is normally held in its inactive position by pressure fluid, and which is constructed and arranged to disconnect the engineers operat ing handle m a manner to allow him to apply the brakes under any condition, but

which will not allow him to operate the valve portion of the automatic brake valve tothe running or release position when an application is bein made by the automatic apparatus; to provide means to allow only a predetermined reduction of pressurein the brake pipe when a brake application is made by the automatic apparatus, without in any way interfering with the safe manual operation of the brakes of the train; andto provide means to prevent the release of the engine and tender brakes by the engineer by the actuation of the independent brake valve while the brakes are being applied automatically by the brake valve operator.

Various other objects, purposes and characteristic features of the present invention will appear as the description thereof progresses. In the accompanying drawings, Figure 1 i lustrates a plan view of a brake valve operator embodying the present invention when applied to the automatic brake valve oi the lVestinghouse E. T. 6 air brake equipment, having its handle in its normal running position;

Fig. 2 is a sectional elevation taken on the line of Fig. 1;

Fig. 3 is a horizontal section of the brake valve operator ltIlIGll on the line Zl-3 of Fig. .2, showing in section an electrically operated pneumatic valve illustrated in the vertical position, and connected to the eyl inder of the brake valve operator; and

Fig. 4 is a piping diagram of the Westiughouse in. T. 6 air brake equipment slightly nioditied to aceonnnodate the apparatus embodying the presentinvention.

In describing the present invention, only the devices supplemented upon the usual automatic air brahc valve will be described in detail.

Referring particularly to Fig. 2, the reference character 1 illustrates the body portion ot' the il -4i automatic brake valve used in the llestinghouse 1*]. 'l. 6 air brake equipment, having the brake valve operator casing 2 substituted for the usual top cover. This casing 2 is provided with a bearing portion 3 in which is pivotally supported the valve shaft 4: terminating at its lower end to form a flange and hey, and pro vided with a gasket 4: between the flange and bearing 3, which is adapted for operating the valve member either manually or by an automatic operator to be described hereiiia'lter. The valve. shalt is urged upward to make an air-tight connection by the spring 5 This "alve shaft t is provided with a square portion 6 upon which is lixedly mounted the valve collar The. valve collar Cl is provided with a pocket 8 on the opposite side of which are outwardly extending lugs 9 perforated to receive the trunnion it) for pivotally supporting the latch member L. This latch ll'ltllllJBl' comprises a latching arm 11 and a trigger arm 12, and is held in its normal locking position by a spring 13. The valve shaft collar C is also provided with a downwardly extending lug l t, and also with an upwardly ex tending lug spaced a short distance in front at the latching arm as viewed in Fig. 2 (see Fig. 3.)

Loosely mounted on the upper extremity and round portion of the valve shalt l is mounted a handle plate ll. having a downwardly extending lug; to extending between the latching arm it and the lug; 15. both ol" which are carried by the valve shalt collar C. It is thus seen that under normal conditions, the handle plate ll is in rigid locked en srageuieut with the valve shaft collar C, which in turn is mounted on a square portion of the valve shalt i: o wrativelv connected to the valve This valve plate ll is provided with a hushed extension 17 journaled in the bearing portion 18 of the top cover plate 19, which is fastened to the housing of the brake valve operator casing by screws 20. 'lhe extreme top portion of the hushed extension 17 of the handle plate H is squared ing; plate l) having integral therewith a bu ing portion provided with gear teeth to form a pinion 29. The brake valve operator using is shaped to :lorni two opposing and aligned cylinders 35 and 36 respectively one of which is provided with a 'JlS- ton 31 having piston rings 38, and the otier is rovided with a guide member 39. The piston 37 and the guide member 89 are connect ed by a rack bar at), each end of which is threaded and provided with nuts 41 to facilitate adjustment oi the rack bar 410 with respect to the piston 37 and the guide member 39. Under normal conditions, as illustrated, the piston 23'? is held in the position shown in l ig. 3 by air pressure in the cylinder {35 acting against the tension of the spring 19. in the cylinder 36 disposed between the guide member 39 and the cylindcr head l3. This cylinder head a3 is provided with a small opening ill to allow the passage of air into and out of the cylinder so when the guide member 39 is changed 'l'roni one position to another.

'l his driving plate I) is provided with a rain it and hug to, which are positioned that when this driving plate I) is in its normal position the brake handle 22 with the handle plate H and the valve shaft collar C, which are normally locked together as hcrctol'ore explained, can be moved from the normal running; position, as shown in Fig. l, to the release position (see Fig. 1) without any iiuertererufe between this drivinn plate l) and the valve shaft collar C and its associated parts. it now the driving plate 1 is moved in the counter-clock wise direction (see Fig. 3), the earn 4% of the plate D will engage the trigger member of the latch member ii and operate the latch to disconnect the handle plate H from the valve shaft collar (l as far as the movellltllll oi? the valve by the handle H to the release position is concerned, the handle 2:2, however. being free to operate the valve 5 to the service or emergency position by the elug'ae'euieut ot the lug ill on the handle plate ll with the hip; to on the valve shalit collar Further movement ol? the driving plate ll alter the latch member has been operated causes the lug of the driving plate D. to engage the luglt of the valve shaft collar C, thereby operating the valve 5 to the service position, as more clearly described in the operation of the invention hereinafter.

The brake valve operator also includes an auxiliary exhaust valve A, comprising a valve chamber having a valve seat to provided with an apertured screw plug 4-7 in which is Slidably supported a valve stem 48. This valve chamber is provided with a threaded opening 33 to facilitate connection of the same to the exhaust port of the automatic brake valve, the opening through the Valve seat 26 connecting with the atmosphere. The lower extreme end of the valve stem as is provided with a valve 4:9 adapted to rest in the seat 46, and, the upper extreme end of the valve stem 18 is slidably supported in the socket and is urged downward by a spring 51 disposed between the socket 50 and the collar 52 pinned to said stem. The inner side of the collar 52 has a headed stud 53 provided with a roller 54: screw fastened thereto,'this roller under normal conditions of the alve being positioned a distance above the handle plate H equal to the height of the cam 55 integral with the hand Eeplate The valve stem l-S is prevented from being rotated by the bilurcated extension 56 extending above the screw plug d7, in which the pin 57 extending through the valve stem lS'is permitted to slide. Slidably and nonrotatably supported by the pin' 58 on the valve stem a8 is a valve litter 60, having a roller 61 journaled thereto by the stud 62. This roller 61- normally rests on the cam 63, which is integral with the driving plate D. Integral with the valve operator casing cover 19 is formed the chamber of a valve, conveniently called the independent release blocking valve having a valve seat 5, and provided with a counterboard screw plug 66, in which is slidably supported the valve stem 67 having its lower end extending through a packing 64 in the valve chamber and resting on the valve lifter 60. Rigidly secured to an intermediate portion of the valve stem 67 is the valve 68, w 11Cl1 is urged downward by the spring 69. The valve chamber of this independent rel-ease blocking valve is provided with screw-threaded openings, one above and the other below the valve seat 65. In practice, this lower opening 71 is connect-- ed to the distributing valve, whereas the up per opening is connected to the independent valve of the E. T. 6 air brake equipment. The elements 72, 73,74; and 75 are portions of the \Vesfinghouse H-6 automatic brake valve which have no particular relation to the brake valve operator embodyingthe present invention, and have merely been shown to show the particular relation of the parts.

The cylinder 35 of the brake valve operatoris connected to the main reservoir orthe atmosphere, as the case maybe, to suitable piping and an electrically operated pneu-v matic valve E. P. V., more clearly shown in Fig. 8. This electro-pneumatic valve consists of a top or valve portion, and a bottom or actuating portion. The valve portions comprises a chamber having three compartments 80, 81 and 82 respectively. The mid.- dle compartment 81 is connected to the cylinder 35 by a pipe 83, whereas the top compartment is connected to the main reservoir by a pipe 84, and the bottom compartment 82 is connected to atmosphere by the port 85. The partitions between the several compartments are provided with tapered openings forming valve seats to cooperate with the valves 86 and 87 respectively. These Valves 86 and 87 are rigidly'secured to a valve stem 88 slidably supported in the screw plug 89, in a manner so that whenone valve is closed the other is open. This valve stem 88 is normally urged downward by a spring 90 contained in the bottom compartment between the partition and a collar 91 pinned to the valve stem. I 5

- The operating portion of the electro-pneumatic valve comprises an iron clad electromagnet, consisting of a magnetic casing 95 supported trom the main casing of a'valve m any suitable manner. This magnetic casing 95 is closed by a cover 96 of non-magnetic material, and contains a solenoid 97 in which 1S disposed a core 98 connected to the lower end of the non-magnetic valve stem 88. On

the lower extreme end of the core 98 is a discshaped armature99, which in its normal en ergizcd position is disposed adjacent the solenoid 97.

In Fig. l has been illustrated a piping diagram of the Westinghouse E. T. 6 air brake equipment, the piping arrangement being shown substantially in the same manner as it is in text books, descriptive pamphlets and the like, it having been only slightly modified to show the application o1 the present invention to this system. There is only one pipe connection of any particular concern in this piping diagram as far as the present invention is concerned. This piping connection comprises the pipe commonly known as the application cylinder pipe, which conprises the pipe leading from the distributing valve 106 to a three-way or T connection 107, from where it leads by a pipe 108 to the automatic brake valve and by a pipe 109 to the independentrelease blocking valve B heretofore described, through another pipe 110 to the independent engineers valve 111. In the usual E. T. 6 air brake equipment, thisindependent release blocking valve B is not provided, and this piping diagram has been shown to illustrate the appli cation of the present invention to this system.

The exhaust port of the H G automatic brake valve allords an opening to atmosphere for two purposes. In the first instance, this port allows the escape oi? a' when a service application is being made by moving the engineers bralae valve to the service position. the air escaping through this port during such a brake application is the air that is drained from the or; alizing' reservoir to make a predetermined reduction therein. This reduction of pressure in the equalizing reservoir reduces the pressure above the equalizing or discharge piston and valve in the lower part of the automatic brake valve not shown) thereby causing this equalizing discharge piston to raise to open its valve and discharge pressure from the brake pipe through another exhaust port (not shown). In the second instance it an emergency brake application is being made by moving the brake handle 22 to the emergency position, a. large opening will be made between the brake pipe and the side exhaust port 112. It is thus seen that when a service brake applieation is being made only a very small amount of air will escape from the exhaust port 1l2 as compared with the total amount of air escaping from the brake pipe; whereas when an emergency brake application is made a much larger amount o'l air will escape from this exhaust port. In order to allow only a predetermined reduction of air pres sure in the bralie pipe when making a service application by the automatic apparatus embodyim;- the present invention, this exhaust port .112 has been connected to an expansion reservoir 113 by pipes 114 and 115. In order to connect the exhaust port 112 to atmosphere directly at times when it may be desirable to make an emergency application. and also to discharge the air which has been trapped in the expansion reservoir after an automatic service application has been made, a branch pipe 116 is lead from the expansion reservoir to atmosphere through the auxiliary eXhuust valve A heretofore described.

Opel'ufitmt.---[l1ulei' normal conditions with the hralte valve handle 22 in the running) position. the mechanism and valves will he in the position as illustrated in the drawings; likewise the solenoid 97 will be maintained energized by suitable car car- .ried train control apparatus, thus maintwining the. valve a? closed and the valve 86 open to allow air pressure from the main reservoir to low tlu'ougrh the pipe 84-. compartment tittinto compartmtait til and then through pipe nil into the cylinder 35 to maintain the piston 3?. reel; lit) and pinion ill) in the normal position against the tension of the spring 4 :2 as illustrated.

ll it is now desired to make a manual service or emergency brake application. this may he done by moving the handle to the service or emergency position as desired.

Such movement of the handle 22 will. cause the rotary valve 5 to assume a similar position, because the handle 22 is directly connected to this valve 5 through the intervening handle plate 11 which is rigidly locked to the valve shalt bushii'ig C by the latch member L. 111 a similar manner the handle 2" may he moved to the release position to release the brat-res substantially the same as is possible by the usual brake valve notqnrovided with the valve operator en'ibodying the present invention. lt should be noted that during such manual operation of the handle 22 the independent release blocking valve 13 and the auxiliary exhaust valve A will not be a llfected, because the valve stem at; is maintained in its normal upward position by the cam (53 on the driving plate I), thus allowing the engineer to release the engine and tender brakes independently of the rest of the brakes by operating the independent brake valve 111.

it should also he noted that when an emergency brake application is made manually that the exhaust valve does not interfere with such brake application, since this valve is maintained in the open position by the cam (33, thereby maintaining the expansion reservoir lit; at atmospheric pressure.

Let us assume now that an automatic brake application is being made by the deenergization of the solenoid )7 by suitable train control apparatus on the train (not shown). 97 allows the sprinp to seat the valve 86 and unseat the valve 87, thereby shutting ol'l main reservoir pressure from the cylinder 35. and at the same time allowing the es cape of the air pressure from this cylinder through pipe Si l chambers 81 and 82 through the exhaust port 85 to atmosphere. The re lease of this pressure from the cylinder 23;) allows the spring 42 to drive the rack bar ll and rotate the pinion :29 in a counterclockwise direction (see Fig. During the iii-st part ol the movement of this driving plate I) in the counter-clockwise direction, the cam (33 will allow the valve litter (l0 and valve stem Jitl and its associated devices to move to the lower extreme position. Further movement o l the pinion 29 and the drivlug; plate 1) will cause the cam 4- 1: to engage the trigger arm 12 ot the latch member L to move the latchinn arm 11 out of engagement with the lug ll], thereby allowing the valve halt collar C to he moved in a couu tel eloclrwise direction without movement oi? the handle plate H and the handle 22. Fur ther rotation of the driving plate D in the couuter-cloclrwise direction causes the hip; 4a of this plate I) to engage the lug l4: ol the collar and thereby move this collar C with the drivingplate I) until the rotary valve 5 is in the service brake applying position at which time the rack bar 40 will strike the cylinder head 30 oi the cylinder The deenergrizatitn'i ot' the solenoid When the rotary valve 5 has been automatically moved the service position as just explained, this valve 5 will open a small port between the equalizing reservoir and the usual exhaust port 112. Since,however, the auxiliary exhaust valve A is closed at this time, this air can not escape to atmosphere but will be confined in the expansion reservoir 113 connected to this exhaust port 112. This connection between the equalizing reservoir and the expansion reservoir 113 allows the pressure in the equalizing reservoir to fall until the pressure in both of these reservoirs are equal. The ratio of volume of the equalizing reservoir to that of the volume 01 the expansion reservoir is selected such that this fall in pressure in the equalizing reservoir will be sufiicient to make the desired service brake application; It a full service application is wanted, this ratio is made substantially the same as the ratio of the auxiliary reservoir on each car to that of the brake cylinders on such car.

It now the application of the brakes by the automatic apparatus is to be discontin- -ued,'the solenoid 9? will again be energized,

thus allowing air pressure to tiow trom the main reservoir through the pipe 84, chambers 8O and 81through the pipe 83 into the cylinder The flow of pressure fluid into the cylinder will move the piston 39, rack and driving plate 1) back to the normal position. The valve shaft collar C will, however,jnot be returned, there being no positive engagementbetween the driving plate I) and this collar C in the clock-wise direction of rotation of the driving plate D, that is, the brakes will not be released.

Assuming that the engineer is on the job, is willing and able to again take charge of the train, he .may do so by moving the ban dle.22 to the service position whereby the sloped part 31 of the latching arm 11 ec-n'iing in engagement with the sloped portion of? the lug 16, will cause the latching arm 11, to slide up over the lug 1:6 to again lock the lug 16 between the lug 15 and latching arm 11, thereby locking the handle plate H to the valve shaft collar C after which the brakes may be released manually in the usual manner, thislatehing being possible in the service position of the rotary brake valve the engineer to release the brakes by operating the handle 22 to the release position (see Fig. 1) after the brakes have been and are still being applied by the automatic brake valve operator, as heretofore explained. Although he may move the handle tothe release position, such movement will not release the brakes because this brake handle 22 and the handle plate H are unlocked from the collar C, as far as movement in the counter-clockwise direction of the handle 22 is concerned, and therefore he i can not prevent the application of the brakes valve 111 to the independent release position, thereby allowing the escape of air from the application cylinder through the application cylinder pipes 105, 109 and 110. Such operation of the independent brake valve 111 will be of no avail because the independent releaseblocking valve B is closed, thereby preventing the escape of air -it'rom the application cylinder.

Let us assume now that the engineer wishes to stop the train quicker than what could be accomplished by a service brake application, while such an automatic brake application is being made, and that he moves his handle to the emergency brake applying position (see Fig. 1). The movement of the handle 22 in the counterclockwise direction toward the emergency brake applying position is inefiectiveduring its first are ofmovement. As soon as the service position is reached, the lug 16 integral with the handle plate H will engage the lug 15 integral with the valve shaft collar C, thereby allowing movement of this collar C, the valve shaft 4 and the rotary valve 5' in a counter-clockwise direction.

Upon further movement of the handle 22, the cam integral with the handle plate H engages the roller 54: to again raise the valve stem 48 and its associated parts to the upper and normal position. hen the emergency position has finally been reached by such movement of the brake handle 22 by the engineer, a large port in the rotary valve 5 will be opened between the brake pipe and the usual exhaust port 112. This will allow brake pipe pressure to flow through the usual exhaust port 112, through the pipes 114 and 116, through theauxiliary exhaust valve A to atmosphere. It should be noted that if a manual emergency brake application is made after an automatic service a p'lication as just explained, that although are valve 49 ct panxiha exhaust part 14 2 This ordinarily may be accom .plish-ed by operating the independent brake is moved to ita upper normal iiioviliii n. the independent ieleave hlo ltin valve l will he maintained elo'ed. 'lhie operation tea tnre is present heeause the valve lit'ter (it) is tree to he moved in one direction with respect to the valve eteni -19 thus allowing: the valve litter t t] to lift hol'h ol? the e valve whereas the roller :"i l can only lil t one ol these valves t namely the. valve l9.

An automatic hrahe valve operator has thus heen superin'iposed on the usual en a'i neers hralce valve which will unlateh the engineens handle when an automatic operalion in heing made in a manner so that he ran not release the hralies. hut may applv thew. harder h v making; an euier renov l ralqe application. lhis automatic hralie valve operator also pvovidea nieane t'or making; a limited pi'eileteru'iined reduction in the. hralze pipe pres-ore therein pieventingg the escape oi? more. air than in neeiaesarv to limlto the desired partial or toll service hralie application. iueh limited reduction in hralie pipe pleasure is eonaidered to he desirah e in an automatic train eontrol system for a numher of reasons. For one thing. the energv' necessary to replace the wasted air is saved. Also, with certain types of modern airhralce equipment, reduction in hralze pipe pressure helow a certain ininiinun'i results in an einergeuoy application of the hraltes which. it a full service application eli'eetive at the time, may he, unnee arv so far as safe at opping ot the train is concerned. and may slide the wheels and produce olrieetionaliile wear and tear on the equipment. liurtherniore, venting of the ln'alie pipe helow the point oi. equalization delays recharging ot the brake pipe and the auxiliary reservoirs on the cars. with the result that more than the ordinarv or normal time is taken in recharging: the system; and under certain conditions 2+- peeially upon long: down grades, an autoinalie hralie application. :u-eonuianied h v a eiintinued reduction in hrahe pipe pressure greater than that neeessauv to ()llltilll ell'ective hralvinpgi may he dangerous on aeeoupt ol' such ahnornial length oi time taken to rechnr e the s vstein. in this eonneotion. it should he noted that the desired limited reduetion in brake pipe pressure is oliitained in :iecordanee with this: invention only for F'Gl'VlC-Y and only at the time of an automatie :i 'iplicatiijin. no that there is: no interlereiu-e with the amount oi" reili'ieliou in hrahe pipe p essure in the ease ol :1 manual eervice ap plieai ion under ordinal conditions or in the ease of an enuwgenev applir'ation after an aiitoniatio hraho ap 'ilication lltlh liieen initiated.

Means has: also been provided to prevent the engineer from defeating the purpose of the automatic hralze applying means by re leasing the brakes on the engine and tender. This is of partioular importance in those cases where the engine and tender are run-- iiu z alone without a train. heeause with the ordinary E. .l. equipment, it: would he with in the power Of the engineer under aueh circumstances and unless speeial provisions ent invention and the functions and mode 5 oi operation of the means eonstitoting the same, there has been shown and "leserihed one typical embodiment. thereof \vhieh has heen relented more with a view ol fl tlt'llllti ing explanation of the invention. than for the. purpose of disclosing the spooilio structure and arrangement of parts prote'ahlv einploved in practice; and it should be understood that various modifications, deviations and additions may he made from the particular embodiment illustrated without de parting from the invention.

What I claim as new and deaire to secure by Letters Patent oi the United. States,

1. In an automatic brake valve operator, the eoinliiination with an engineefis brake valve, of means for automatically actuating said valve to the service brake applying position and for sinnillaneonslv releasing the operative connection between the brake valve handle and the valve and for preventing operation of the valve by the handle toward the release position hut maintaining such operative connection tor nioven'ient oil? the. valve by the handle to aid the service and emergency pos-sitlion.

2. In an automaticv hrahe valve operator adapted to he lastenei'l to the engineefs brake valve easing eoin 'n'isinay an ijlpereting nieniheir operatively "fastened to the rotary valve oi said hrake valvemanually operative means including a handle normally loehed to said operating i'iiemher, and automationlly operated means \vhieh when o 'ierated to its active position will firet nnloelv' said handle from said operating: nieniher and then move the operating meinher and the rotary valve to the service brake applying position.

3..Auto1natichralve applying: apparatus tor venting the brake pipe ot trains to a predetermined extent, comprising: an en g'ineers brake valve having an exhaust port, an equalizing reservoir, automatic means :t'or moving the brake valve to the service brake applying position in which it; vents said lit) ill]

llt]

equalizing reservoir, an expansion reservoir connected to the -exhaust port leading from said equalizing reservoir through said engineers valve, and means for connecting said expansion reservoir to atmosphere While said brake valve is in its normal running position.

4.. Automatic brake applying apparatus for railway trains for applying the brakes thereof by venting the brake pipe to a predetermined extent only, comprising an air brake system including a normally charged brake pipe, and engineers brake valve, and an equalizing reservoir "on the engine, triple valves, auxiliary reservoirs, and brake cylinders, on the following train, automatic means for moving the engineers brake valve to the service brake applying position in which it ventsthe equalizing reservoir, an expansion reservoir connected to the exhaust port leading from said equalizing reservoir through said engineers brake valve, and means for connecting said expansion reservoir to'atmosphere when said brake valve is Y in ei-ther its'normal running position or in the emergency brake applying position.

5. Automatic bra-kc applying apparatus for railway trains,comprising an engine and tender air brake equipment including an automatic brake valve, an independent brake valve and a distributing valve. an application cylinder pipe connecting said independent valve and distributing valve, and automatic means actuated under certain predetermined conditions for moving-said automatic brake valve to the service brake applying position and for simultaneously blocking the application cylinder pipe.

6. A brake valve operator forautomatic train control systems comprising, a casing attached to the engineers brake va lve casing having two opposed and aligned cylinders, a piston in one oat-said cylinders and a guide member in "the other, a rack connecting said piston and guide member, a com pression spring behind said guide member in one of said cylinders, and 1118511181301 controlling the-flow of pressure fluid to and from the other of said cylinders. t

7. A brake valve operator comprising, a member operatively connected to the rotary 'valve :of'an engineers brake valve, a springpressed latch supported by said member, manual operable means disposed above said member locked to saidmember 'bysaid latch, and poiver operated means disposed below said member adapted to unlock said latch when moved toward its active position and engage said member'to move it to its brake applying position.

' 8. In an automatic brake valve,'tlie combination with an engineers brake valve, of automatic means for actuating said valve to the service brake applying position, an

equalizing reservoir, an expansion reservoir,

and means for confining the air escaping "from said equalizing reservoir through said valve into said expansion reservoir when a service brake application is made by said automatic means and for releasing the all;

so confined When such a service brake application is discontinued.

f). In an automatic brakc'v-ali 'e, the combi-nat-ion with an engineers brake valve, of

automatic means for actuating said valve, to the service brake applying position, an equalizing reservoir, an expansion reservoir, 'means for confining the air escaping from said equalizing reservoir through said valve into said expansion reservoir When a service brake application is made by said automatic,

actuated causes venting of the brake pipe to cil ect a brake application and which preventstlie engineer from recharging the brake pipe by the main brake valve, and meansop erated simultaneously with the operation of said brake applying means for preventing the escape of air from the application cylin 'der pipe leading from the distributing valve to the atmosphere through the independent valve while the independent valve is in the release position.

' 11. A brake. valve operator comprising, a member operatively connected to the rotary valve of an engineers brake valve, a spring pressed latch supported by said member, manually operable means disposed near said member locked to said member by said latch, and power operated means disposed adjacent to said member and adapted to unlock said latch when moved toward its active posi- 'tlOHdLlllllg which movement it engages said member and moves it and the rotary valve to a brake applying position.

12. An automatic brake valve actuator adapted to be superimposed upon an engineer s brake valve for operating said valve to a brake applying position in a manner so that the engineer can not prevent an automatic brake application comprising, an-

tomatically operable mechanisii'i having a handleassociated therewith, said mechanism including locking means for locking said handleto -the rotary valve of said'engineers valve, saidmechanism also having a member aaaocialrd lhoronilh :nla 'ilcd lo onpgago tho rol'ary valve and more lho aaino lo a liralzo applying); pointion ii naid i'ncchaniain ia oporaliod. and moans; l'or unlocking void handlo from said rotary valvo liy i'iporaiiap; said lorliin r invana \vlion naid niorhaniain in oporal d.

lil. i-lulinaalir la'al-Lo ronlrol apparalns 'l or conlrollinp; ilua air ln'aliics of rains having a hralting 9}Lil'0lll \vhoro a main lil'illif) valva is prrwidml l'or ronl'rolliin); llio lin'alcra of the train and an, indoprodonl lll'lllil) valve in Pl'(i\'l(l((l lor conlrolliini; {ho liralirs oi l'ho ongino and londrr alone coin iriaing moans antmnal'irally ronlrolliwl .l'or \(Plilliifj lho lirako pipo to cause an appliralion ol l'lio brakes-i of both iho train and l'ho engine and tender. raid moans including); ncana for provonling i'hc cnginror from rolloaciug the lralics oilhor h moving: tho inain hralm valvc lo the running; or rclo' =0 position or by moving the iiulcpcndrni liralio valvo lo the volcano position.

lsl. in an automatic train ronli'ol avizlionp ("ho coniliiinaiion \vil'h an rngijino and londor air lnaltc aynl'oin oi lhc typo in which l'hc lJl'illiO pipe is normally clnnpjcrl and in which 'cnling of the brake pipc cli'cci'a a brake application, including a main and an indopondont brake valvo, a brake pipc a dintriliuling valve and an equalizing reservoir; and means for automatically applying: the lirali'oa to cause only a prcdclornlincd rcducl'ion of pressure in {he liralio pipe and a corresponding degree of lll'filfi, application in a manner so that the engineer cannot rolease The train liralcos by recharging the brake pipe through tho niodiiun oi? rho lnain liralzo valvo or rolcaac lhc cnginc and lcndcr hrakrs by moving; the indopcndonl valve to tho rcloaao posilion comprising; nvana lor actuating rho rotary valvo olf (ho main. hralzo valvo lo lho srrvirc poailion in a inannor so that tho cn szinoor cani'ioli rclnrn if to line rcloaac posilion, nicans ifor confining; the air escaping 'il'lilli lhc cqnalizing rosorvoir while ihr rol'anv valvo in in such poailzion i=0 lhal: it can only YOlll? lo a prodolcrniinod otilen'li and moans i'or blocking rho ovcapo of air from lludialrihnlinp; valvo lhrou ggh llu in :lcpsndrol valro n'liilo and i-o long); an llio rotary" rolvc ol' llio main liralcr \illll is niaiulnii'iod in said Fcm'ico p nil on la Maid nominal ir lllillil appl ing inoana.

15. lo a ronihincd manual and aulonial'ic hralio valvo. tho C(illll)lllflll('ill \vil'h a brake valvo honninp provided will] a rotary valvo, a handlo controlling said valve connected lliorci'o by a discngagoahlo latch, and anioinatic moans for operating said valve and ain'lnliianoously divcngaging' said latch.

16. A combined manual and auiomai'ic hralce valve for controlling the brakes of an air brake sysitein of h o typo. in which vanit lop; o l' l'ho l'u'alio pipe cll'rcl'a a hrakc applioai'ion comprising, a normally cl'iargod ln'ako pipe, on cnginomPs ln-alco valvo housing, a rotary 'alvo in aaid housing, a handlo opcralivoly conncclcd to said valve to pormit aaid valvo lo ho nnivod to tho ei'norgoncy position by said handlo of: all limos, means including: a larch oporalxivoly connecting said handle lo said valvo lor perlnilztinp; movement of aaid valvo toward the release position, and lilOllllFi :l'or auton'iatically movin aaid valvc lo tho sorvico hrakc applying po lion and simultanooualy therewith disengaging: aaid lalch.

17. A ron'ihincd manual and automatic ln-alio valvo as specified in the preceding claim. [iurlhor characterized by tho provision o l means for permitting a predetermined roducl'ion only in pressure in said hralro pipe cil'cclive only when said valve is moved l'o lho servico position automatically.

l9, in on air hralio system of the typo in which a rmluction in The brake pipe pressure cannon an autolnal'io application of the liiflliGF-l including a lirake pipe, an ongineers ln'alic valvc. and an equalizing reservoir; and moans for venting; said equalizing reservoir lo a predetermined extent only by plac ing; it into connnnnication with a capacity rcacrvoir o!" a predetermined Volume when the lJlRlIQ valve is placed in the service posiiion and venting said capacity reservolr to atmosphere when the brake valve is moved lo the relcaoo ponition.

'19. Brake control apparatus for air brake avaltonia of rho onginc and tender typo incli'idingz a main brake valve, an independent ln'alzc valve, a (llSl'il'll'Jllltillg valve and an equalizing; reservoir, and means for automatically vent-inn tho hrake pipe to cause a ln'alitc applical'ion and for simultaneously l'hcroivilh liloclcinf! lzho dis-charge passage loading: from tho distributing; valve to at rnosiphcro l'ln'ongh liho lI'KlGIX-BlldQllil brake valvm ivhorchy upon an auloi'natic brake application 'lilio cnginc and londer brakes can not he roloaccd by moving: the independent hralrc valvo l'o lho roloaiio position.

520. In a ln'alcingr nyiszl'oln, l'hc (ani'ihinaliion will] an ono inoor a liralco valvin a handlo diaongancahlv i-onnoclrd lo lho i'olary valvo ol' aaid l l'alic "alvoi and inoana o 'io'ral'od auloinatii'iallv I'm moving; aaid rolary valvc lo lhc acrviro poailxion and ain'nillaoornialy din ronncirlingi said handlc 'l'roin Raid rotary valvo.

21. lo a hraking syslcin oi l'ho lypc in which il ho liralm pipo is vonlied an autonial'io brake application occura, including an onginoofs ln'ako valve, a handle disc-ng'agl'cably conncclcd to the rotary valve of said brake valve, moans operated automatically for moving}; said rotary valve to the na vion position. and simultaneously cliaoon" necting said handle from said rotary valve, and means effective if the rotary valve is moved to the service position for venting of the brake pipe to a predetermined extent only.

22. In a braking system of the type in which venting of the brake'pipe effects a brake application, the combination with brake control apparatus including an engineers brake valve which it operated to the service position vents the brake pipe, autotomatie means for actuating said valve from normal to a position to prevent said valve vfrom recharging the brake pipe and acting tovent the usual equalizing reservoir, and

''means for limitingthe extent of venting of said equalizing reservoir only when it is being vented automatically.

24:. In a braking system of the type in which if the brake pipe is vented-an application of the brakes occurs, the combination of an engineers brake valve, means for antomatically moving said valve toward the brake applying position, and means for limiting the reduction of pressure in the brake pipe effective only when the valve is operated automatically.

25. Combined manual and automatic brake applying mechanism for air brake systems of the type in which an equalizing reservoir and abrake pipe are normally charged with fluid pressure and in which an equalizing discharge piston valve vents the brake pipe to atmosphere when the pressure in the brake pipe is higher than that in the equalizing reservoir comprising, a brake applying device, manually operable means for effecting movement of said device to its brake applying position in which position it vents said equalizing reservoir, automatic means for operating said device to a brake applying position, and means effective if said device is operated automatically for limiting the reduction of pressure in theequalizing reservoir as a result of operation of said device.

26. Combinedmanual and automatic brake applying mechanism for air brake systems of the type in which an equalizing reservoir and a brake pipe are normally charged with fluid pressure and in which an equalizing discharge piston valve vents the brake pipe to atmosphere when thepressure in the brake pipe isnigher than that in the equalizing reservoir comprising, a brake applying? as vice which when in its active position prevents further charging'of said brake pipe and equalizing reservoir by fluid pressure and eii'eets venting of said equalizing reservoir, manuallyoperable ineans for eii'ecting movement of said device to its brake applying position in which position it Vents said equalizing reservoir, automatically operable means for operating said device to such brake applying position, and means effective it said device is operated automatically for limiting the reduction of pressure in the equalizing reservoir as a result of operation of said device.

27. Cnnhined manual and automatic brake applying mechanism for air brake systems of the type inwhich an equalizing reservoir and brake pipe are normally charged with fluid pressure and in which an equalizing discharge piston valve vents the brake pipe to atmosphere when the pressure in the brake pipe is higher than that in theequalizing reservoir comprising, a brake applying device, manually operable means for effecting movement of said device to its brake applying position in whiehrpositio-n it vents said equalizing reservoir into a chamber having an exhaust port, automatically operable means for operating said device to such brake applying position, and means effective if said device is operated automatically for closing said exhaust port.

28. Combined manual and automatic brake applying mechamsm tor air brake systems of the type in which an equalizing reservoirand a brake pipe are normally charged with fluid pressure and in which an equalizing pipe is higher than that in the equalizing reservoir comprising, a reduction reservoir having an exhaust port, a brake applying device which when in its normal position maintain said exhaust port open and when in a service brake applying position connects said equalizing reservoir to said reduction reservoir, manually operable means for effecting movement of said device to itsbrake applying position in which position it vents said equalizing reservoir,and automatically operable means for operating said device to such brake applying position and closing said exhaust port.

29. Combined manual andautomatic brake applying mechanism for air brake systems of the type in which an equalizing reservoir and a brake pipe are normally charged with fluid pressure and in which an equalizing discharge piston valve vents the brake pipe to atmosphere when the pressure in the brake pipe is higher than that in the equalizing reservoir comprising; an engineers brake valve having a running, a service and an emergency position arranged in successive order; H ansion reservoir; said neers valve being eonstrlu-ted and arranged so that the expansion reservoir connected to atmosphere when the brake 'alve in the running position, is connected to the equalizing reservoir when the brake valve is in the service position and is connected to atmosphere when the brake valve is in the emergency position.

30. Combined. manual and automatic brake applying mechanism for air brake systems of the type in which an equalizing reservoir and a b like pipe are normally charged with fluid pressure and in which an equalizing discharge piston valve vents the brake pipe to ati'nmqJhere when the pressure in the bra kc pipe is higher than the pressure in the equalizing reservoir comprising; an eug'inecns brake valve having a running, a service and an emergency position arranged in successive order; an expansion reservoir; said engineers valve being constructed and arranged so that the expansion reservoir is connected to atmosphere when the brake valve is in the running; poi tion, is connected to the equalizing reservoir when the brake valve is in the service position and is connected to atmosphere when the brake valve is in the emergency position; and means controlled automatically by suitable train control mechanism tor operating said valve.

31. Combined manual and automatic brake applying: mechanism for air brake systoms of the type in which an equalizing reservoir and a brake pipe are normally charged with fluid pressure and in which an equalizing: discharge piston valve vents the hralve pipe to tli'lilftfil'llltl'fl when the pressure in the brake pipe is higher than that in the equalizing: reservoir compri ing; an engrh neers brake valve haviire a running a service and an tll ltl'fltlltly position arranged in successive order; an expansion reservoir; said engineers valve being; constructed and arranpjed so that the expansion reservoir is connected to atmosphere when the hrahe valve is in the running: position, is ern'inecte l to the equalizing reservoir when the brake valve is in the service position and is connected to atmosphere when the brake valve in the emergency position; means coirtrolled automatically by suitable train control mechanism tor operating said valve to the service position in a .nianner so that the engineer an not prevent automatic operm tion of the valve.

Combined manual and bake applying mechanism for air hralte systems of the type in which an equaliainu reservoir and a brake pipe are normally charged with fluid pressure and in which an equalizing; discharge piston valve vents the brake pipe to at-i'nosphere when the pres-- sure in the brake pipe is higher than. that in the equalizing); reservoir comprising; an engineefis brake valve having a running,

a at omait ie a service and an emergency l'iosition arranged in, successive order; an expansion reservoir said engineers valve being com structed and arranged so that the expansion reservoir CUHHQClOtl to atmosphere when the brake valve is in the running position, is connected to the equalizing reservoir when the valve is in the service position and coi'mected to atmosphere when the valve is in the emergency position; said engineers valve havin;' a handle tor operating it manually; and means autmnatically operated tor simultantvmsly disconnecting said handle from said *alve and for operatine' said valve to the service position.

33. Combined manual and automatic brake applyinp merhai'iism tor air brake svstems ot the type in which a brake pipe is normally charged and connected with a source oi? tluid pressure and in which venting of the brake pipe ett'ects a brake application comprising, a brake applying "device which when in its hraae applying position etlecte venting-oi? the brake pipe and isolation of said brake pipe from said source o'li tiuid pressure. manually operable means for etlectiuo; movement of said. device to its brake applying position in which position it vents said brake pipe, automatically operable means for operating said device to such brake applying position and means for limiting the reduction 0t pressure in the brake pipe when said device HSSIH'YKS its active position etl'eetive only it said device has been operated to such position automatirally.

Ill. Combined manual, and automatic brake applying; mechanism for air brake systems ol' the type in which a brake pipe normally charged and connected with a source o'l lluid presian'e and in which ventinn ot the brake pipe ei'l'cets a brake application eonqirisino;- a main brake valve which when in its brahe applying position ett'erts venting: oi the brake pipe and isolation of said, brake pipe from said source of fluid pressure whereby said venting o'l said brake pipe causes the li 'akes of the engine and tender and the train brakes to be applied. an independent brake utlve tor releasing the engine and tender brakes means controlled aut nnaticaliy by suitable train control mechanism t'or ope 'ating said main bralie valve to the brake applying position in a manner so that the engineer can not prevent its operation and to also operating suitable mechanism for preventing the eugineer releasing; the engine and tender brakes by operation oF said indepentilent valve.

In a braking avst'ran. the colnhimition with an engineer's brain *alve having! a rotary *alve therein; mechanism including a handle for operating said rotary valve to the release, the running and the brake apill) ltlfi plying position; I, automatic means for'operating said rotary valve said mechanism be ing constructed so as not to permit said rotary valveito be moved toward the release position manually when it is automatically operated even through the-force produced by the automatic means is less than that exertablevby the engineer.

36.111 a'braking system, the combination witlr an engineers brake'valve having a rotary valve therein; manually operable means for operatingssaidrotary-valve from normal in one direction to' a: brake applying position and in the other direction to abrake releasing: position, automatic means for operating said rotary valve, said manually operable means not permitting. said rotary valveto be operated toward the release position'manually when it isoperated toa brake applying position: automatically even though the operating forceof the automatic means is'less than that exert-able by the engineer.

371 Combined manual and automatic brake applyingmechanism for air brake systemsof thetype in which-an equalizing reservoir and a brake pipe are normally charged'with fluid' pressure'and in which an equalizing discharge pistonvalve vents the brake pipe to atmosphere when the pressure inthe brake'pipe :is higher thanthat in the equalizing reservoir comprising, a brake applying device,- manually operable meansfor effecting; movement of said device -to 'itsbrake applying position in which positionit: vents said equalizing reservoir, automatic means for operatingsaid device to a brake applying position, and means effective only'ifsaid device is operated automatically forlimitingthe reduction of ressure in the equalizingreservoirasaresu tof operation of-said device.

38. The combination with a brake application valve device and a brake valve de vice lor'controlling there-lease of the brakes, of means controlled by said application valve device for controlling communication through which the release of the brakes is effected by manipulation of said brake valve device.

39. In a train control equipment, the combination with an application valve device for effecting an application of the brakes and a brake valve device operable by the engineer for effecting the release of the brakes, of means operative when said application valve device i acting to effect an application of the brakes for preventing the release of the brakes by operation of the brake valve device.

40. The combination with an independent brake valve device for controlling the release of the brakes on the locomotive, of an application valve device for effecting an application of the brakes, and means controlled by said application valve device for ent brake valve device ior controlling the release of the brakes on the locomotive, of an appl cation valve ClQVICG f()l6li6()t111ga11 application of th'e brakes,-and ineansL-for preventing;therelease of the brakes on the locomotive by'opera-tion otsaid brake valve device'upon' operation of said. application valve device to effect an application of the brakes;

l2. Combined manual and automatic brake applying mechanism for air brake systei'ns-oi'? the'type in which an equalizing reservoir and a brake pipe are normally charged with fluidpressure and in which an equalizing discharge piston valve vents the brake pipeto atmosphere when the pressure in'the brake pipe: is higher than that in the equalizing reservoir comprising, a brake applying device, manually operable means-tor eil ecting'movement of said device to its brake applying. position in which position it vents .said equalizing reservoir, and automatic means for operating said device to abrake applying position in a inannei" so that an automaticbrake application cannot be prevented by operation. of said manual operable means. a

43. Brake applying apparatus for automatic air brake systems of the type-in which a brake pipe is normally charged" and in which "if; the brake pipe pressure is reduced an automatic brake application occurs, the combination with an equalizing reservoir normally charged to brake'pipe pressure, an equalizingdischarge piston valve constructed and arranged to vent thebrake pipe to atmosphere when the pressure in theubrake pipeis higher than the pressure in the equalizing, manually operable means-for effecting, any degree of venting of said equalizing reservoir, and automatic means for effecting venting of said equalizing reservoir to a limited extent only.

44. Brake applying apparatus for automatic air brake systems of the type in which a brake pipe is normally charged and in which if the brake pipe pressure is reduced an automatic brake application occurs, the combination with an equalizing reservoir normally charged to brake pipe pressure, an equalizing discharge piston valve constructed and arranged to vent the brake pipe to atmosphere when the pressure in the brake pipe is higher than the pressure in the equalizing reservoir, manually operable means movable to a charging position for charging the brake pipe and movable to a brake applying position for venting of said equalizing reservoir, and automatic means for effecting venting of said equalizing reservoir to a limited extent only, said autolll ill)

inatic means when actuated venting said equalizing reservoir and preventing clung; ing of the lJltlliQ pipe by said manually operahle means notwithstanding operation of said n'ianually operable means to a charging position.

a5. Brake applying apparatus for automatic air brake s stems of the type in which a brake pipe is normally charged and in which it the brake pipe pressure is reduced an automatic brake application occurs, the combination with an equalizing reservoir normally charged to brake pipe pressure, an equalizing discharge piston valve constructed and arranged to vent the brake pipe to atmosphere when the pressure in the brake pipe is higher than the pressure in the equalizing reservoir, means including a manually operable handle which it moved in one direction causes charging oil said brake. pipe and equalizing reservoir and ii moved in the other direction vents said equalizing reservoir. auloinalic mcana for venting said equalizing reservoir, and interlocking means for preventing charging of said brake po and equalizing rcserrow by movement of said manually operable handle while said automatic means venting said equalizing reservoir in spite of moven'ient of said handle in a direction to charge said hralze pipe.

ale. Brake applying apparatus for automatic air brake systems of the type in which a brake pipe is normally charged and in which if the brake pipe pressure is reduced an auton'iatic hrake application occurs, the combination with an i'aqualizing reservoir normally clnnged lo hralie pipe pressure, an equalizing discharge piston valve constructed and arranged to vent the brake pipe to atmosphere when the pressure in the brake pipe is higher than the pressure in the equalizing reservoir, means including a manually operable handle which if moved to one position causes charging oi said brake pipe and equalizing reservoir and ii. moved to another position vents said equalizing i'GxBlVOil to atmos ihere, automatic means for venting said equalizing reservoir into an expansion reservoir, said manually operable handle it moved to a certain position vents said expansion reservoir to atmosphere whereby agriater reduction in equalizing reservoir pressure may he obtained by suitable movement of said handle while said automatic means is operated.

-i-T. irzhe applying apparatus for automatic air brake systems of the type in which a brake pipe is normally charged and in which it the hrake pipe pressure is reduced an automatic hrake application occurs, the combination with an eqlilalizing reservoir normally charged to hrake pipe pressure, an equalizing discharge piston valve constructed and arranged to vent the brake pipe to atmosphere when the pressure in the brake pipe is higher than the pressure in the equalixing resruvoir, said mechanism being comtrneted so as not to permit said rotary valve to he removed to the release position when said automatic means is operated in spite of movement of said handle to the release position,

ei-S. In a combined manual and automatic engineens brake valve, the combination with the usual rotary valve, of auto- .n'ial'ie means for actuatingsaid rotary valve lo a lnfake applying position, and manually operable means For operating said rotary valve which it operated to a brake applying position is cll'cctivo at all times and il operated toward the release position only ell'cetiwi when said automatic means is in its inell'ective position.

In tesltlmony whereof [1 hereto allix my signature.

CHARLES S. BUSHNELL. 

